JP5740593B2 - Work vehicle with electromagnetic brake - Google Patents

Work vehicle with electromagnetic brake Download PDF

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Publication number
JP5740593B2
JP5740593B2 JP2011153763A JP2011153763A JP5740593B2 JP 5740593 B2 JP5740593 B2 JP 5740593B2 JP 2011153763 A JP2011153763 A JP 2011153763A JP 2011153763 A JP2011153763 A JP 2011153763A JP 5740593 B2 JP5740593 B2 JP 5740593B2
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Prior art keywords
brake
electromagnetic brakes
wheels
electromagnetic
brakes
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JP2011153763A
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Japanese (ja)
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JP2013018386A (en
Inventor
和成 古賀
和成 古賀
鴻坤 王
鴻坤 王
純 松浦
純 松浦
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Kanzaki Kokyukoki Manufacturing Co Ltd
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Kanzaki Kokyukoki Manufacturing Co Ltd
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Priority to JP2011153763A priority Critical patent/JP5740593B2/en
Priority to EP12174713.3A priority patent/EP2546090B1/en
Priority to US13/545,113 priority patent/US8662600B2/en
Publication of JP2013018386A publication Critical patent/JP2013018386A/en
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Publication of JP5740593B2 publication Critical patent/JP5740593B2/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2036—Electric differentials, e.g. for supporting steering vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • B60L2220/00—Electrical machine types; Structures or applications thereof
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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Harvester Elements (AREA)

Description

本発明は、左右車輪と、作業機と、左右車輪に対応してそれぞれ設けられる左右の電磁ブレーキとを備える電磁ブレーキ付作業車両に関する。   The present invention relates to a work vehicle with an electromagnetic brake including left and right wheels, a working machine, and left and right electromagnetic brakes provided corresponding to the left and right wheels, respectively.

芝刈り作業や、耕うん等の対地作業を行うために駆動される作業機を備える対地作業車両が、従来から知られている。また、このような対地作業車両において、それぞれ電動モータや油圧モータ等のモータにより独立に走行駆動される主駆動輪である左右車輪と、キャスタ輪等の操向輪とを備える電動対地作業車両も考えられている。   2. Description of the Related Art Conventionally, a ground work vehicle including a work machine that is driven to perform ground work such as lawn mowing work and tilling is known. Further, in such a ground work vehicle, there is also an electric ground work vehicle including left and right wheels that are main drive wheels that are independently driven by a motor such as an electric motor and a hydraulic motor, and steering wheels such as caster wheels. It is considered.

例えば、作業車両として、作業機である芝刈り機を搭載し、作業者が乗り込んで走行と芝刈の操縦を車上で行う自力走行が可能な芝刈り車両があり、これは乗用型芝刈車両と呼ばれる。芝刈り機としては、例えば、芝刈回転工具等がある。乗用型芝刈車両は、もっぱら庭等のいわゆるオフロードで用いられ、芝刈作業のために地表を移動するものである。   For example, there is a lawnmower vehicle equipped with a lawn mower, which is a work machine, and capable of running on its own and driving and operating the lawn mower on the vehicle. be called. An example of a lawn mower is a lawn mowing rotary tool. Riding lawn mowers are used exclusively in so-called off-roads such as gardens, and move on the ground for mowing work.

例えば、特許文献１には、内燃機関のエンジンシャフトに発電機のロータを連結したエンジン・発電機一体型を搭載するハイブリッド動力装置が開示されている。動力装置として例示されている芝刈機は、複数の駆動輪にそれぞれ独立の電気モータが連結され、それぞれの駆動輪を独立的に可変速度で制御でき、これによって芝刈機の始動、停止、速度変更、方向転換を行うことができると述べられている。駆動輪の独立速度変更による旋回の例としては、いずれも左右後輪にそれぞれ電気モータが連結されているものが述べられている。なお、本発明に関連する先行技術文献として、特許文献１の他に特許文献２がある。   For example, Patent Document 1 discloses a hybrid power unit in which an engine / generator integrated type in which a generator rotor is connected to an engine shaft of an internal combustion engine is mounted. The lawn mower illustrated as a power unit is connected to a plurality of drive wheels with independent electric motors, and each drive wheel can be controlled independently at a variable speed, thereby starting, stopping and changing the speed of the lawn mower. It is stated that a turn can be made. As examples of turning by changing the independent speed of the drive wheels, there are described cases in which an electric motor is connected to each of the left and right rear wheels. In addition to Patent Document 1, there is Patent Document 2 as a prior art document related to the present invention.

特表２００６−５０７７８９号公報JP 2006-507789 A 特開平９−２１０１０６号公報JP-A-9-210106

特許文献１に記載されたような、左右車輪を独立の左右モータにより駆動する芝刈り車両において、左右車輪を制動するために左右の電磁ブレーキをそれぞれ設けて、電磁ブレーキ付作業車両とすることが考えられる。また、電磁ブレーキ付作業車両において、電源から通電されることにより左右車輪の制動解除動作を行い、電源からの通電が遮断されることにより左右車輪の制動動作を行う左右の電磁ブレーキを採用することが考えられる。また、左右の電磁ブレーキにより同時に左右車輪を制動するために、左右の電磁ブレーキと電源との通電及びその遮断を切り換える左右の電磁ブレーキで共通の切換手段を設けることも考えられる。ただし、左右の電磁ブレーキに電源から通電する際に、電源と各電磁ブレーキとを含む回路に断線等の異常が生じたり、左右の一方の電磁ブレーキの制動部に異常が生じて、左右の電磁ブレーキのうち、他方の電磁ブレーキのみが電源から通電される等の一方の電磁ブレーキの異常発生時に、車両が運転者の意図しない旋回動作をする可能性がある。例えば、一方の電磁ブレーキが電源から通電されるのに、他方の電磁ブレーキが電源から通電されない場合、左右車輪の走行状態に差が生じる可能性がある。この場合、車両がいずれかの方向に旋回して運転者の意図しない方向に進行する可能性がある。このため、左右の電磁ブレーキのうち、一方の電磁ブレーキの異常発生時でも、運転者の意図しない旋回を有効に防止する面から改良の余地がある。   In a lawnmower vehicle in which left and right wheels are driven by independent left and right motors as described in Patent Document 1, left and right electromagnetic brakes are provided to brake the left and right wheels, respectively, so that the work vehicle has an electromagnetic brake. Conceivable. Also, in work vehicles with electromagnetic brakes, use left and right electromagnetic brakes that release the left and right wheels when energized from the power source, and perform left and right wheel braking operations when the energization from the power source is interrupted. Can be considered. In order to brake the left and right wheels simultaneously with the left and right electromagnetic brakes, it is also conceivable to provide a common switching means for the left and right electromagnetic brakes for switching between energization and interruption of the left and right electromagnetic brakes and the power source. However, when the left and right electromagnetic brakes are energized from the power supply, an abnormality such as disconnection occurs in the circuit including the power supply and each electromagnetic brake, or an abnormality occurs in the braking part of one of the left and right electromagnetic brakes. When an abnormality occurs in one of the brakes, such as when only the other electromagnetic brake is energized from a power source, the vehicle may perform a turning operation that is not intended by the driver. For example, when one electromagnetic brake is energized from the power source and the other electromagnetic brake is not energized from the power source, there is a possibility that a difference occurs in the traveling state of the left and right wheels. In this case, the vehicle may turn in either direction and travel in a direction not intended by the driver. For this reason, there is room for improvement in terms of effectively preventing unintended turning by the driver even when an abnormality occurs in one of the left and right electromagnetic brakes.

これに対して、特許文献２には、ブレーキ電源回路により動作するマグネットブレーキの異常診断装置において、ブレーキ電源回路からブレーキのコイルに供給される電流値を検出し、増幅後の検出信号からブレーキの動作状態が分かる信号を抽出し、抽出した値と記憶した判定値とを比較し、ブレーキのアーマチュアの動作不良を判定する装置が記載されている。このような特許文献２に記載された装置では、アーマチュアの動作不良を判定する装置が開示されているだけであり、左右の電磁ブレーキの一方の電磁ブレーキに異常が発生した場合でも、運転者の意図しない旋回を有効に防止する手段は開示されていない。   On the other hand, in Patent Document 2, in the abnormality diagnosis device for a magnetic brake operated by a brake power circuit, the current value supplied from the brake power circuit to the brake coil is detected, and the brake signal is detected from the amplified detection signal. A device is described in which a signal that indicates the operating state is extracted, the extracted value is compared with a stored determination value, and a malfunction of the brake armature is determined. In the device described in Patent Document 2 described above, only a device for determining an armature malfunction is disclosed, and even when an abnormality occurs in one of the left and right electromagnetic brakes, Means for effectively preventing unintended turning is not disclosed.

本発明の目的は、電磁ブレーキ付作業車両において、左右の電磁ブレーキのうち、一方の電磁ブレーキの異常発生時でも、運転者の意図しない旋回を有効に防止することである。   An object of the present invention is to effectively prevent turning that is not intended by the driver even when an abnormality occurs in one of the left and right electromagnetic brakes in a work vehicle with an electromagnetic brake.

本発明に係る電磁ブレーキ付作業車両は、左右の走行用モータによりそれぞれ走行駆動される駆動輪である左右車輪と、対地作業を行うために駆動される作業機と、前記左右車輪に対応してそれぞれ設けられる左右の電磁ブレーキであって、それぞれ電源から通電されることにより前記左右車輪の制動解除動作を行い、前記電源からの通電が遮断されることにより前記左右車輪の制動動作を行う前記左右の電磁ブレーキと、制動解除指令が取得された場合に、前記電源と前記左右の電磁ブレーキとを電気的に接続し、前記電源から前記左右の電磁ブレーキに通電させる、前記左右の電磁ブレーキで共通の共通ブレーキ解除手段と、前記共通ブレーキ解除手段を制御する制御部とを備え、前記制御部は、前記左右の電磁ブレーキの通電状態を比較し、比較した通電状態の差が許容上限を超える場合に、前記電源と前記左右の電磁ブレーキとの電気的接続を遮断して前記左右車輪を制動させるように前記共通ブレーキ解除手段を制御することを特徴とする電磁ブレーキ付作業車両である。なお、本発明に係る上記構成において、走行用モータは、電動モータの他、油圧モータ等であってもよい。   A work vehicle with an electromagnetic brake according to the present invention corresponds to left and right wheels, which are drive wheels that are driven by left and right traveling motors, a working machine that is driven to perform ground work, and the left and right wheels. The left and right electromagnetic brakes, which are respectively provided, perform the braking release operation of the left and right wheels by being energized from a power source, and perform the braking operation of the left and right wheels by being de-energized from the power source. Common to the left and right electromagnetic brakes that electrically connect the power source and the left and right electromagnetic brakes and energize the left and right electromagnetic brakes when the brake release command is acquired. Common brake release means, and a control unit for controlling the common brake release means, wherein the control unit compares the energization states of the left and right electromagnetic brakes. And controlling the common brake releasing means so as to brake the left and right wheels by cutting off the electrical connection between the power source and the left and right electromagnetic brakes when the difference between the energized states exceeds the allowable upper limit. This is a work vehicle with an electromagnetic brake. In the above configuration according to the present invention, the traveling motor may be a hydraulic motor or the like in addition to the electric motor.

また、本発明に係る電磁ブレーキ付作業車両において、好ましくは、前記制御部は、前記左右の電磁ブレーキの通電状態を比較する比較部と、前記比較部で比較した通電状態の差が許容上限を超える場合に、前記電源と前記左右の電磁ブレーキとの電気的接続を遮断して前記左右車輪を制動させるように前記共通ブレーキ解除手段を制御する共通解除制御部とを含む。   In the work vehicle with an electromagnetic brake according to the present invention, it is preferable that the control unit has a permissible upper limit for a difference between the energized state of the left and right electromagnetic brakes and the energized state compared with the comparing unit. And a common release control unit that controls the common brake release means so as to brake the left and right wheels by cutting off the electrical connection between the power source and the left and right electromagnetic brakes.

また、本発明に係る電磁ブレーキ付作業車両において、好ましくは、前記左右の電磁ブレーキに対する通電量をそれぞれ検知する左ブレーキ電流センサ及び右ブレーキ電流センサを備え、前記比較部は、前記各電流センサの検知信号から前記左右の電磁ブレーキの通電状態を比較する。   Further, the work vehicle with electromagnetic brake according to the present invention preferably includes a left brake current sensor and a right brake current sensor that respectively detect energization amounts to the left and right electromagnetic brakes, and the comparison unit includes the current sensors. The energization state of the left and right electromagnetic brakes is compared from the detection signal.

また、本発明に係る電磁ブレーキ付作業車両において、好ましくは、前記制御部は、前記左右の電磁ブレーキに対する通電状態である、左右ブレーキ通電電流の時間的変化を記憶する記憶部を含み、前記比較部は、記憶部で記憶された前記左右ブレーキ通電電流の時間的変化を比較する。   In the work vehicle with electromagnetic brake according to the present invention, it is preferable that the control unit includes a storage unit that stores a temporal change in the left and right brake energization current, which is an energization state of the left and right electromagnetic brakes, and the comparison The unit compares temporal changes in the left and right brake energization currents stored in the storage unit.

また、本発明に係る電磁ブレーキ付作業車両において、好ましくは、前記左右の電磁ブレーキは、それぞれ対応する前記車輪に連動して回転する回転部材と、前記回転部材に対し押し付け可能な押圧部材と、前記押圧部材に対し前記回転部材を押し付ける方向に付勢力を付与する付勢手段と、前記電源からの通電により前記押圧部材を前記付勢力に抗して前記回転部材から離すコイルとを含み、それぞれ前記電源からの通電が遮断されることにより、前記押圧部材が前記回転部材に押し付けられて制動のための押圧動作を行い、前記電源から通電されることにより前記押圧部材が前記回転部材から離れて制動解除のための押圧解除動作を行う。   Further, in the work vehicle with electromagnetic brake according to the present invention, preferably, the left and right electromagnetic brakes each rotate in association with the corresponding wheel, a pressing member that can be pressed against the rotating member, An urging means for applying an urging force in a direction in which the rotating member is pressed against the pressing member; and a coil for separating the pressing member from the rotating member against the urging force by energization from the power source, When the energization from the power source is interrupted, the pressing member is pressed against the rotating member to perform a pressing operation for braking, and the energizing power from the power source separates the pressing member from the rotating member. A press release operation for releasing the brake is performed.

本発明に係る電磁ブレーキ付作業車両によれば、左右の電磁ブレーキのうち、一方の電磁ブレーキの異常発生時に、左右の電磁ブレーキの通電状態に差が生じるため、この差が許容上限を超えた場合に、制御部が電源と左右の電磁ブレーキとの電気的接続を遮断して左右車輪を制動させるように共通ブレーキ解除手段を制御する。このため、一方の電磁ブレーキの異常発生時でも、運転者の意図しない旋回を有効に防止できる。   According to the work vehicle with an electromagnetic brake according to the present invention, when an abnormality occurs in one of the left and right electromagnetic brakes, a difference occurs in the energization state of the left and right electromagnetic brakes, so this difference exceeds the allowable upper limit. In this case, the control unit controls the common brake releasing means so as to brake the left and right wheels by cutting off the electrical connection between the power source and the left and right electromagnetic brakes. For this reason, even when one of the electromagnetic brakes is abnormal, it is possible to effectively prevent turning that is not intended by the driver.

本発明に係る第１の実施の形態の電磁ブレーキ付作業車両である、芝刈車両の構成を上方から見た略図である。BRIEF DESCRIPTION OF THE DRAWINGS It is the schematic which looked at the structure of the lawnmower vehicle which is a working vehicle with an electromagnetic brake of 1st Embodiment which concerns on this invention from the upper direction. 図１の芝刈車両において、主要部の回路構成を示す図である。FIG. 2 is a diagram illustrating a circuit configuration of a main part in the lawnmower vehicle of FIG. 1. 図１の芝刈車両において、制御部であるＥＣＵの構成を示す図である。FIG. 2 is a diagram illustrating a configuration of an ECU that is a control unit in the lawnmower vehicle of FIG. 1. 図２の回路構成において、制御部により左右の電磁ブレーキの通電を制御する構成を詳しく示す図である。FIG. 3 is a diagram illustrating in detail a configuration in which energization of left and right electromagnetic brakes is controlled by a control unit in the circuit configuration of FIG. 2. 図１の芝刈車両において、左右の電磁ブレーキの通電を制御する方法を説明するためのフローチャートである。2 is a flowchart for explaining a method of controlling energization of left and right electromagnetic brakes in the lawnmower vehicle of FIG. 1. 図１の動力発生ユニットのＡ−Ａ断面図である。It is AA sectional drawing of the motive power generation unit of FIG. 本発明に係る第２の実施の形態の電磁ブレーキ付作業車両である、芝刈車両において、（Ａ）は正常時の右電磁ブレーキのコイル電流の時間経過の例を示す図であり、（Ｂ）は正常時の右電磁ブレーキのブレーキストロークの時間経過の例を示す図であり、（Ｃ）は異常発生時の左電磁ブレーキのコイル電流の時間経過の例を示す図であり、（Ｄ）は異常発生時の左電磁ブレーキのブレーキストロークの時間経過の例を示す図である。In a lawnmower vehicle, which is a work vehicle with an electromagnetic brake according to a second embodiment of the present invention, (A) is a diagram illustrating an example of a time lapse of a coil current of a right electromagnetic brake in a normal state, and (B) Is a diagram showing an example of the time elapse of the brake stroke of the right electromagnetic brake during normal operation, (C) is a diagram showing an example of the elapse of time of the coil current of the left electromagnetic brake when an abnormality occurs, and (D) It is a figure which shows the example of time passage of the brake stroke of the left electromagnetic brake at the time of abnormality occurrence. 第２の実施の形態において、左右の電磁ブレーキの通電を制御する方法を説明するためのフローチャートである。In 2nd Embodiment, it is a flowchart for demonstrating the method of controlling electricity supply of the left and right electromagnetic brakes.

［第１の発明の実施の形態］
以下に図面を用いて本発明に係る実施の形態につき詳細に説明する。なお、以下では、電磁ブレーキ付作業車両として、作業機として芝刈り機を備える芝刈車両の場合を説明するが、本発明に係る電磁ブレーキ付作業車両は、これに限定するものではない。例えば作業機として、地面に対する作業、すなわち対地作業を行う作業機、例えば、耕うん機、苗植作業機、地ならし作業機、穴掘り作業機等を備える車両であってもよい。 [First Embodiment]
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following, a description will be given of a lawnmower vehicle equipped with a lawn mower as a work machine as a work vehicle with an electromagnetic brake. However, the work vehicle with an electromagnetic brake according to the present invention is not limited to this. For example, the work machine may be a work machine that performs work on the ground, that is, a ground work, such as a tiller, a seedling planting machine, a leveling work machine, a digging work machine, or the like.

図１から図６は、本発明の第１の実施の形態を示している。図１に示すように、電磁ブレーキ付作業車両であり、乗用型対地作業車両である芝刈車両１０は、芝刈に適した自走型のオフロード用車両であり、車体であるメインフレーム１２の前後方向（図１の左右方向）に離れた位置に、２個の左右キャスタ輪１４，１６と、２個の左右車輪１８，２０とを支持して設けている。左右のキャスタ輪１４，１６は、前側車輪であり、操向輪である。２個の左右車輪１８，２０は、後側車輪であり、主駆動輪である。左右車輪１８，２０のそれぞれは、左右車輪１８，２０のそれぞれの側に設けられた左右の動力発生ユニット２２，２４により、独立して走行駆動される。左の動力発生ユニット２２は、ケーシング２６内に歯車等を含む動力伝達機構（図示せず）を含み、ケーシング２６に左の電動モータである走行用モータ３０のモータケースが固定されている。また、ケーシング２６の左の走行用モータ３０と反対側に左の電磁ブレーキ３２のブレーキケースが固定されている。   1 to 6 show a first embodiment of the present invention. As shown in FIG. 1, a lawnmower vehicle 10 that is a work vehicle with an electromagnetic brake and is a riding type ground work vehicle is a self-propelled off-road vehicle that is suitable for lawn mowing, and is located in front of and behind a main frame 12 that is a vehicle body. Two left and right caster wheels 14 and 16 and two left and right wheels 18 and 20 are supported and provided at positions separated in the direction (left and right direction in FIG. 1). The left and right caster wheels 14 and 16 are front wheels and steered wheels. The two left and right wheels 18 and 20 are rear wheels and are main drive wheels. Each of the left and right wheels 18 and 20 is driven to travel independently by left and right power generation units 22 and 24 provided on the respective sides of the left and right wheels 18 and 20. The left power generation unit 22 includes a power transmission mechanism (not shown) including gears and the like in a casing 26, and a motor case of a traveling motor 30 that is a left electric motor is fixed to the casing 26. A brake case of the left electromagnetic brake 32 is fixed to the opposite side of the casing 26 from the left traveling motor 30.

同様に、右の動力発生ユニット２４は、ケーシング２８内に歯車等を含む動力伝達機構（図示せず）を含み、ケーシング２８に右の電動モータである走行用モータ３４のモータケースが固定されている。また、ケーシング２８の右の走行用モータ３４と反対側に右の電磁ブレーキ３６のブレーキケースが固定されている。図示の例では、各走行用モータ３０，３４が車両の幅方向（図１の上下方向）中央寄りに配置され、各電磁ブレーキ３２，３６が車両の幅方向外側に配置されている。また、各車輪１８，２０に結合固定され、各動力発生ユニット２２，２４のケーシング２６，２８から突出する車軸３８，４０よりも前側（図１の左側）に各走行用モータ３０，３４及び各電磁ブレーキ３２，３６が配置されている。このように電磁ブレーキ３２，３６が左右に２個別れて配置されているので、レイアウトや組み付け性の自由度の向上を図れる。なお、図１の例とは異なり、左右の電磁ブレーキ３２，３６を共通の単一のケーシング内に配置し、ケーシングをメインフレーム１２に支持することもできる。   Similarly, the right power generation unit 24 includes a power transmission mechanism (not shown) including gears and the like in a casing 28, and a motor case of a traveling motor 34 that is a right electric motor is fixed to the casing 28. Yes. A brake case of the right electromagnetic brake 36 is fixed to the opposite side of the casing 28 to the right traveling motor 34. In the example shown in the drawing, each of the traveling motors 30 and 34 is disposed near the center in the vehicle width direction (vertical direction in FIG. 1), and each of the electromagnetic brakes 32 and 36 is disposed outside the vehicle in the width direction. Further, the traveling motors 30 and 34 and the front and rear axles 38 and 40 that are coupled and fixed to the wheels 18 and 20 and project from the casings 26 and 28 of the power generation units 22 and 24 (the left side in FIG. 1). Electromagnetic brakes 32 and 36 are arranged. Thus, since the electromagnetic brakes 32 and 36 are separately arranged on the left and right, the degree of freedom in layout and assembly can be improved. Unlike the example of FIG. 1, the left and right electromagnetic brakes 32 and 36 can be arranged in a common single casing, and the casing can be supported by the main frame 12.

なお、図１の例とは異なり、車軸３８，４０に対して、走行用モータ３０，３４及び電磁ブレーキ３２，３６が配置される前後方向の側を、左右の動力発生ユニット２２，２４同士で逆にすることもできる。この場合には、車両の幅方向中央寄りの走行用モータ３０，３４の位置を、前後方向に関してずらすことができるため、各動力発生ユニット２２，２４同士の間の空間を小さくすることができる。   Unlike the example of FIG. 1, the left and right power generating units 22, 24 are arranged on the side in the front-rear direction where the traveling motors 30, 34 and the electromagnetic brakes 32, 36 are disposed with respect to the axles 38, 40. The reverse is also possible. In this case, since the positions of the traveling motors 30 and 34 closer to the center in the width direction of the vehicle can be shifted with respect to the front-rear direction, the space between the power generation units 22 and 24 can be reduced.

各車輪１８，２０は、対応する走行用モータ３０，３４から動力伝達機構及び車軸３８，４０を介して動力が伝達され、各車輪１８，２０同士で独立して駆動される。走行用モータ３０，３４により、左右車輪１８，２０の回転速度を一致させることで、車両が直進走行し、左右車輪１８，２０の回転速度差を発生させることで、車両が旋回走行する。   The wheels 18 and 20 receive power from the corresponding traveling motors 30 and 34 via the power transmission mechanism and the axles 38 and 40, and are independently driven by the wheels 18 and 20. By making the rotational speeds of the left and right wheels 18, 20 coincide with each other by the traveling motors 30, 34, the vehicle travels straight, and when the rotational speed difference between the left and right wheels 18, 20 is generated, the vehicle turns.

また、動力伝達機構は、例えば１段または複数段の減速歯車装置等の減速機構を含んでもよい。各動力発生ユニット２２，２４のケーシング２６，２８は、メインフレーム１２に支持されている。また、キャスタ輪１４，１６は、鉛直方向（図１の表裏方向）の軸を中心とする３６０度以上の自由操向を可能としている。なお、キャスタ輪１４，１６は、２個以外、例えば、１個のみを芝刈車両１０に設けることもでき、また、３個以上の複数個のキャスタ輪を芝刈車両１０に設けることもできる。また、本実施の形態では、主駆動輪である左右車輪１８，２０を後輪として、キャスタ輪１４，１６を前輪としているが、主駆動輪である左右車輪１８，２０を前輪として、キャスタ輪１４，１６を後輪とすることもできる。   The power transmission mechanism may include a speed reduction mechanism such as a one-stage or multiple-stage reduction gear device. The casings 26 and 28 of the power generation units 22 and 24 are supported by the main frame 12. Further, the caster wheels 14 and 16 are capable of free steering of 360 degrees or more around the axis in the vertical direction (front and back direction in FIG. 1). In addition, the caster wheels 14 and 16 other than two, for example, only one can be provided in the lawnmower vehicle 10, and three or more caster wheels can be provided in the lawnmower vehicle 10. In the present embodiment, the left and right wheels 18 and 20 that are main driving wheels are used as rear wheels, and the caster wheels 14 and 16 are used as front wheels, but the left and right wheels 18 and 20 that are main driving wheels are used as front wheels. 14 and 16 can be rear wheels.

また、メインフレーム１２は、鋼材等の金属材料を使用し、梁構造等に成形されたものを用いることができる。メインフレーム１２は、上側（図１の表側）に、動力発生ユニット２２，２４の大部分の上側を覆うように設けられた、図示しない横板部（horizontal plate）を含む。そして横板部の上側に、運転者が座る図示しない座席が設けられている。   Further, the main frame 12 can be made of a metal material such as steel and formed into a beam structure or the like. The main frame 12 includes a horizontal plate (not shown) provided on the upper side (the front side in FIG. 1) so as to cover most of the power generation units 22 and 24. A seat (not shown) on which the driver sits is provided on the upper side of the horizontal plate portion.

なお、本明細書で、前側は、図１の左側となる車両の前側を言い、後側は、図１の右側となる車両の後側を言う。また、芝刈車両１０は、作業機である芝刈り機（モア）４２を備え、芝刈り機４２は、メインフレーム１２の下側で、前後方向に関してキャスタ輪１４，１６と車輪１８，２０との間に支持されている。芝刈り機４２では、モアデッキ４４の内側に芝刈り回転工具である図示しない芝刈り用ブレードが設けられている。また、モアデッキ４４に補助輪４６が支持されている。芝刈り用ブレードは、鉛直方向（図１の表裏方向）に向いた回転軸を有し、回転軸の周りに複数のブレードが配置され、ブレードを回転することで芝等を破断して刈り取り可能とする。   In the present specification, the front side refers to the front side of the vehicle on the left side of FIG. 1, and the rear side refers to the rear side of the vehicle on the right side of FIG. Further, the lawnmower vehicle 10 includes a lawn mower (mower) 42 as a working machine, and the lawn mower 42 is provided below the main frame 12 with caster wheels 14 and 16 and wheels 18 and 20 in the front-rear direction. Supported in between. In the lawn mower 42, a lawn mowing blade (not shown) that is a lawn mowing rotary tool is provided inside the mower deck 44. An auxiliary wheel 46 is supported on the mower deck 44. The lawn mowing blade has a rotating shaft that is oriented in the vertical direction (front and back in FIG. 1), and a plurality of blades are arranged around the rotating shaft. And

また、芝刈車両１０には、電源ユニットであり、二次電池であるバッテリ４８（図２）がメインフレーム１２の上側または下側に支持されており、バッテリ４８の電力を各走行用モータ３０，３４に供給することで、各走行用モータ３０，３４を駆動可能としている。バッテリ４８は、図示しないコネクタ等を介して、外部の商用電源である交流電源等から電力の供給を受けて充電されることができる。   Further, the lawnmower vehicle 10 is a power supply unit, and a battery 48 (FIG. 2), which is a secondary battery, is supported on the upper side or the lower side of the main frame 12, and the electric power of the battery 48 is supplied to each traveling motor 30, By supplying to 34, each traveling motor 30, 34 can be driven. The battery 48 can be charged by receiving electric power from an AC power source or the like as an external commercial power source via a connector or the like (not shown).

また、芝刈車両１０は、図示しないエンジン及び発電機を搭載したいわゆるハイブリッド式とすることができる。この場合、エンジンの動力を用いて発電機を発電させ、発電させた電力をバッテリ４８に供給可能とすることができる。なお、電源ユニットとして、外部から充電電力の供給を受けるバッテリ４８以外に、燃料電池、太陽電池等のように自己発電機能を有するものを使用することもできる。また、電源ユニットとして、バッテリ４８の代わりにキャパシタ等の他の蓄電部を用いることもできる。   The lawnmower vehicle 10 can be a so-called hybrid type equipped with an engine and a generator (not shown). In this case, the generator can be generated using the power of the engine, and the generated power can be supplied to the battery 48. In addition to the battery 48 that is supplied with charging power from the outside, a unit having a self-generating function such as a fuel cell or a solar cell can also be used as the power source unit. Further, as the power supply unit, another power storage unit such as a capacitor can be used instead of the battery 48.

また、芝刈り機４２は、図示しないモアスイッチがオンされることにより、図２に示すバッテリ４８から電力が供給される。この場合、芝刈車両１０が備える制御部であるＥＣＵ（Electronic Control Unit）５０がモアスイッチのオンオフを表す信号を受け、その信号に応じて芝刈り機４２（図１）の作動を制御する。芝刈り機４２の芝刈りブレード駆動用のモータには、バッテリ４８から図示しないモア用ドライバーを介して電力が供給される。このような芝刈り機４２は、対地作業を行うために駆動される。   The lawn mower 42 is supplied with power from the battery 48 shown in FIG. 2 when a mower switch (not shown) is turned on. In this case, an ECU (Electronic Control Unit) 50, which is a control unit included in the lawn mower vehicle 10, receives a signal indicating ON / OFF of the mower switch, and controls the operation of the lawn mower 42 (FIG. 1) according to the signal. Electric power is supplied from the battery 48 through a mower driver (not shown) to the mowing blade driving motor of the mower 42. Such a lawn mower 42 is driven to perform ground work.

また、図１に示すように、芝刈り機４２で刈り取られた草は、モアデッキ４４内から車両の幅方向の片側または両側に排出される。ただし、芝刈車両１０に図示しない集草タンクを搭載するとともに、集草タンクとモアデッキ４４の端部とを図示しないダクトにより接続し、ダクトの内部に設けられたファンを駆動することで、刈り取られた草を、ダクトを通じて集草タンクに集めることもできる。   Further, as shown in FIG. 1, the grass cut by the lawn mower 42 is discharged from the mower deck 44 to one side or both sides in the vehicle width direction. However, the grass mowing vehicle 10 is mounted with a grass collection tank (not shown), and the grass collection tank and the end of the mower deck 44 are connected by a duct (not shown), and the fan provided in the duct is driven to cut the grass. Grass can also be collected in a collection tank through a duct.

また、走行用モータ３０，３４は、バッテリ４８（図２）から電力が供給された場合に、車輪１８，２０に対し回転駆動力を出力する機能を有するが、車輪１８，２０に対し制動がかけられるときに回生エネルギを回収する発電機としての機能を持たせてもよい。走行用モータ３０，３４は、例えば三相の同期電動モータまたは誘導電動モータ等とする。   The traveling motors 30 and 34 have a function of outputting rotational driving force to the wheels 18 and 20 when electric power is supplied from the battery 48 (FIG. 2). You may give the function as a generator which collect | regenerates regenerative energy when it applies. The traveling motors 30 and 34 are, for example, three-phase synchronous electric motors or induction electric motors.

なお、芝刈り機である芝刈用回転工具として、芝刈り用ブレード型以外に、地表に平行に回転軸を有するシリンダに例えばらせん状の刃を配置し、芝等を挟み取って刈り取る芝刈用リール型を用いることもできる。   In addition to the lawn mowing blade type, as a lawn mowing rotary tool that is a lawn mower, a lawn mowing reel is arranged such that, for example, a spiral blade is placed on a cylinder having a rotation axis parallel to the ground surface, and the lawn is sandwiched and mowed. A mold can also be used.

また、図２に示すように、ＥＣＵ５０は、走行用モータ３０，３４の動作を総合的に制御する。ＥＣＵ５０は電気回路であるので、芝刈車両１０に複数個所に分散配置することもできる。芝刈車両１０にＥＣＵ５０を１個だけ設けることもできるが、ＥＣＵ５０を複数の要素に分散して、信号ケーブル等で相互に接続することもできる。ＥＣＵ５０は、ＣＰＵやメモリ等の記憶部７６（図３）等を有する制御回路部を含む。また、ＥＣＵ５０は、制御回路部と、走行用モータ３０，３４を駆動するインバータ回路等のドライバー回路とを含む構成としてもよい。   Further, as shown in FIG. 2, the ECU 50 comprehensively controls the operations of the traveling motors 30 and 34. Since the ECU 50 is an electrical circuit, the lawn mower vehicle 10 can be distributed at a plurality of locations. Although only one ECU 50 can be provided in the lawnmower vehicle 10, the ECU 50 can be dispersed in a plurality of elements and connected to each other by a signal cable or the like. The ECU 50 includes a control circuit unit having a storage unit 76 (FIG. 3) such as a CPU and a memory. The ECU 50 may include a control circuit unit and a driver circuit such as an inverter circuit that drives the traveling motors 30 and 34.

図１に示すメインフレーム１２の上面側には、座席の他に、旋回指示子であるステアリング操作子（図示せず）と、加速指示子であるアクセルペダル（図示せず）と、制動指示子であるブレーキペダル５２（図２）とが設けられている。ステアリング操作子は、左右のいずれかの方向に回転可能なステアリングホイールであり、ステアリング操作子の操舵角度である旋回指示量が操舵量センサ（図示せず）により検出され、検出された旋回指示量が信号としてＥＣＵ５０に出力される。なお、旋回操作子として、モノレバー式の構造を用いることもできる。また、アクセルペダルの操作量である踏込量である加速指示量は、アクセルセンサ（図示せず）により検出され、検出された加速指示量が信号としてＥＣＵ５０に出力される。また、アクセルペダルは、前進用と後進用とで分かれた２個を設けることもできるが、単一のアクセルペダルで前側の踏込で前進加速を、後側の踏込で後進加速を指示することもできる。   On the upper surface side of the main frame 12 shown in FIG. 1, in addition to the seat, a steering operator (not shown) as a turning indicator, an accelerator pedal (not shown) as an acceleration indicator, and a braking indicator And a brake pedal 52 (FIG. 2). The steering operator is a steering wheel that can rotate in either the left or right direction, a turning instruction amount that is a steering angle of the steering operator is detected by a steering amount sensor (not shown), and the detected turning instruction amount Is output to the ECU 50 as a signal. A monolever type structure can also be used as the turning operation element. Further, an acceleration instruction amount that is a depression amount that is an operation amount of the accelerator pedal is detected by an accelerator sensor (not shown), and the detected acceleration instruction amount is output to the ECU 50 as a signal. In addition, two accelerator pedals, one for forward and one for reverse, can be provided, but a single accelerator pedal can be used to instruct forward acceleration when stepped on the front side and reverse acceleration when stepped on the rear side. it can.

なお、旋回操作子として、加速操作子の機能も有する、座席の左右に分かれて２個設けられた左右レバー（図示せず）を用いることもできる。左右レバーは、前後方向に揺動可能で、前側に倒すことで対応するレバー側の走行用モータ３０（または３４）の前進方向の加速を指示することができ、後側に倒すことで対応するレバー側の走行用モータ３０（または３４）の後進方向の加速を指示することができる。   In addition, as a turning operation element, two left and right levers (not shown) that are provided on the right and left sides of the seat, which also have the function of an acceleration operation element, can be used. The left and right levers can swing in the front-rear direction, and can be instructed to accelerate in the forward direction of the corresponding lever-side travel motor 30 (or 34) by tilting to the front side. It is possible to instruct acceleration in the reverse direction of the traveling motor 30 (or 34) on the lever side.

このような芝刈車両１０では、アクセルペダルを踏み込むことで、前進側または後進側に車両を加速させることができる。また、アクセルペダルの操作時または非操作時に、ステアリング操作子を操舵することで車両をステアリング操作子の操舵方向に応じて旋回させることができる。例えば、ステアリング操作子を直進状態を指示する中立位置として前進側のアクセルペダルを踏み込むと、車輪１８，２０を前進側に回転させ、踏み込み量が大きいほど車輪１８，２０の回転数が高くなり、前進速度が高くなる。このように構成するためにＥＣＵ５０（図２）は、入力された旋回指示量及び加速指示量に応じて、左右の走行用モータ３０，３４を独立して制御する。すなわち、図２に示すように、ＥＣＵ５０は、右走行用モータ３４用のドライバー回路５４に制御信号を出力することで、右走行用モータ３４の駆動を制御し、左走行用モータ３０用のドライバー回路５６に制御信号を出力することで、左走行用モータ３０の駆動を制御する。   In such a lawnmower vehicle 10, the vehicle can be accelerated forward or backward by depressing the accelerator pedal. Further, when the accelerator pedal is operated or not operated, the vehicle can be turned according to the steering direction of the steering operator by steering the steering operator. For example, when the accelerator pedal on the forward side is depressed with the steering operator in the neutral position for instructing the straight traveling state, the wheels 18 and 20 are rotated forward. The larger the amount of depression, the higher the number of rotations of the wheels 18 and 20. Increases forward speed. In order to configure in this way, the ECU 50 (FIG. 2) independently controls the left and right traveling motors 30 and 34 in accordance with the inputted turning instruction amount and acceleration instruction amount. That is, as shown in FIG. 2, the ECU 50 outputs a control signal to the driver circuit 54 for the right traveling motor 34, thereby controlling the driving of the right traveling motor 34 and the driver for the left traveling motor 30. By outputting a control signal to the circuit 56, the driving of the left traveling motor 30 is controlled.

また、バッテリ４８は、メインスイッチ５８及びＤＣ／ＤＣコンバータ６０を介してＥＣＵ５０に接続されており、バッテリ４８の電圧がＤＣ／ＤＣコンバータ６０で降圧されてＥＣＵ５０に供給される。例えば、バッテリ４８が４８Ｖである場合に、ＤＣ／ＤＣコンバータ６０で１２Ｖに降圧されてＥＣＵ５０に供給され、ＥＣＵ５０が作動する。   The battery 48 is connected to the ECU 50 via the main switch 58 and the DC / DC converter 60, and the voltage of the battery 48 is stepped down by the DC / DC converter 60 and supplied to the ECU 50. For example, when the battery 48 is 48V, it is stepped down to 12V by the DC / DC converter 60 and supplied to the ECU 50, and the ECU 50 operates.

また、図１、図２に示すように、芝刈車両１０の制動のために、左右車輪１８，２０のそれぞれに対応して上記の左右の電磁ブレーキ３２，３６が設けられている。各電磁ブレーキ３２，３６は、電源であるバッテリ４８から通電、すなわち電力供給されることにより、対応する車輪１８，２０の制動解除動作を行い、バッテリ４８からの通電が遮断されることにより、対応する車輪１８，２０の制動動作を行う。すなわち、図２に示すように、バッテリ４８に、共通ブレーキ解除手段であるブレーキリレー６２を介して左右の電磁ブレーキ３２，３６が接続されている。ブレーキリレー６２は、左右の電磁ブレーキ３２，３６で共通に接続され、ＥＣＵ５０から出力される制御信号によりオンオフが制御される。すなわち、芝刈車両１０の電源スイッチであるメインスイッチ５８がオフされたり、ブレーキペダル５２が操作される、すなわちオンされる等の場合、ＥＣＵ５０から出力され、ブレーキリレー６２で取得される制御信号は０となる。この場合、ブレーキリレー６２はオフされて、バッテリ４８から左右の電磁ブレーキ３２，３６への通電は遮断され、車輪１８，２０（図１）が制動する。なお、ブレーキペダル５２がオンされた場合、ブレーキペダル５２の周辺部に設けられたブレーキセンサ６４からブレーキがオンされたことを表す信号がＥＣＵ５０に出力され、ブレーキペダル５２がオフされた場合、ブレーキセンサ６４からブレーキがオフされたことを表す信号がＥＣＵ５０に出力される。   As shown in FIGS. 1 and 2, the left and right electromagnetic brakes 32 and 36 are provided corresponding to the left and right wheels 18 and 20, respectively, for braking the lawnmower vehicle 10. The electromagnetic brakes 32 and 36 are energized from a battery 48 as a power source, that is, supplied with electric power, thereby performing a brake releasing operation of the corresponding wheels 18 and 20, and the energization from the battery 48 is interrupted. The braking operation of the wheels 18 and 20 is performed. That is, as shown in FIG. 2, the left and right electromagnetic brakes 32 and 36 are connected to the battery 48 via the brake relay 62 that is a common brake release means. The brake relay 62 is connected in common to the left and right electromagnetic brakes 32 and 36, and is turned on / off by a control signal output from the ECU 50. That is, when the main switch 58 that is a power switch of the lawn mower vehicle 10 is turned off or the brake pedal 52 is operated, that is, turned on, the control signal output from the ECU 50 and acquired by the brake relay 62 is 0. It becomes. In this case, the brake relay 62 is turned off, the power supply from the battery 48 to the left and right electromagnetic brakes 32, 36 is cut off, and the wheels 18, 20 (FIG. 1) are braked. When the brake pedal 52 is turned on, a signal indicating that the brake is turned on is output from the brake sensor 64 provided in the periphery of the brake pedal 52 to the ECU 50. When the brake pedal 52 is turned off, the brake is A signal indicating that the brake has been turned off is output from the sensor 64 to the ECU 50.

これに対して、メインスイッチ５８がオンされるとともに、予め設定された所定の特定条件であって、ブレーキペダル５２が非操作である、すなわち踏まれていないことを含む特定条件が成立した場合には、ＥＣＵ５０から制御信号として制動解除指令信号ＣＲ０が出力され、制動解除指令信号ＣＲ０を取得したブレーキリレー６２はオンされて、バッテリ４８から左右の電磁ブレーキ３２，３６に通電され、車輪１８，２０（図１）の制動が解除される。   On the other hand, when the main switch 58 is turned on and a specific condition that is a predetermined specific condition that is set in advance and includes that the brake pedal 52 is not operated, that is, not depressed, is satisfied. The brake release command signal CR0 is output as a control signal from the ECU 50, the brake relay 62 that has acquired the brake release command signal CR0 is turned on, and the left and right electromagnetic brakes 32, 36 are energized from the battery 48, and the wheels 18, 20 The braking shown in FIG. 1 is released.

各電磁ブレーキ３２，３６の詳細構造を図６を参照しつつ説明する。図６は図１の動力発生ユニット２４のＡ−Ａ断面図である。図６は右側の動力発生ユニット２４を示しているが、左側の動力発生ユニット２２も右側の動力発生ユニット２４に対し左右が逆になるだけで同様の構成を有する。電磁ブレーキ３６のカバー３００内において、対応する車輪１８，２０（図１）に連動して回転する回転部材である摩擦プレート３０１と、摩擦プレート３０１を挟んで両側に配置されたスチールプレート３０２，３０３及びコイル３１３とを含む。スチールプレート３０２，３０３は、係止ピン３０４を介し軸方向摺動自在でかつ回転不能にブレーキケース３０５に支持される。コイル３１３は、一対のスチールプレート３０２，３０３の一方のスチールプレート３０２に対向し、通電されることで、該プレート３０２を吸引可能である。また、該プレート３０２が、コイル３１３の非通電時に摩擦プレート３０１を、一対のスチールプレート３０２，３０３の他方のスチールプレート３０３と共働して挟んで押圧するよう、ブレーキケース３０５にはバネ３０６が備えられる。３０７は他方のスチールプレート３０３の軸方向移動を制限する受止板である。左右の電磁ブレーキ３２，３６（３２は図１参照）を構成する摩擦プレート３０１は、例えば、走行用モータ３０，３４（３０は図１参照）のモータ軸に継手を介して連結した回転軸３１１のケース外端寄り位置に結合固定される。回転軸３１１の中央位置には前述した動力伝達機構を構成する小ギア３１２が刻設される。   The detailed structure of each electromagnetic brake 32, 36 will be described with reference to FIG. FIG. 6 is a cross-sectional view taken along line AA of the power generation unit 24 of FIG. Although FIG. 6 shows the right power generation unit 24, the left power generation unit 22 has the same configuration as the right power generation unit 24 except that the left and right are reversed. In the cover 300 of the electromagnetic brake 36, a friction plate 301 that is a rotating member that rotates in conjunction with the corresponding wheels 18 and 20 (FIG. 1), and steel plates 302 and 303 that are disposed on both sides of the friction plate 301. And a coil 313. The steel plates 302 and 303 are supported by the brake case 305 via the locking pins 304 so as to be slidable in the axial direction and not rotatable. The coil 313 faces one steel plate 302 of the pair of steel plates 302 and 303 and can attract the plate 302 when energized. Further, a spring 306 is provided on the brake case 305 so that the plate 302 presses the friction plate 301 in cooperation with the other steel plate 303 of the pair of steel plates 302 and 303 when the coil 313 is not energized. Provided. Reference numeral 307 denotes a receiving plate that restricts the axial movement of the other steel plate 303. The friction plates 301 constituting the left and right electromagnetic brakes 32 and 36 (32 refer to FIG. 1) are, for example, rotating shafts 311 connected to the motor shafts of the traveling motors 30 and 34 (30 refer to FIG. 1) via joints. It is coupled and fixed at a position near the outer end of the case. A small gear 312 constituting the power transmission mechanism described above is engraved at the center position of the rotating shaft 311.

各電磁ブレーキ３２，３６において、コイル３１３は、バッテリ４８からの通電により電磁力を発生させることで、一方のスチールプレート３０２をバネ３０６の付勢力に抗して吸引する。そして、ブレーキペダル５２（図２）がオンされたり、メインスイッチ５８（図２）がオフされる等により、各電磁ブレーキ３２，３６において、バッテリ４８（図２）からコイル３１３への通電が遮断された場合には、一方のスチールプレート３０２がバネ３０６の付勢力により摩擦プレート３０１に押し付けられて、対応する車輪１８，２０の制動のための押圧動作を行い、摩擦プレート３０１がスチールプレート３０２、３０３の間で挟持される。この場合、対応する車輪１８，２０が制動する。   In each of the electromagnetic brakes 32 and 36, the coil 313 generates an electromagnetic force by energization from the battery 48, thereby attracting one steel plate 302 against the biasing force of the spring 306. Then, when the brake pedal 52 (FIG. 2) is turned on or the main switch 58 (FIG. 2) is turned off, the energization from the battery 48 (FIG. 2) to the coil 313 is cut off in each electromagnetic brake 32, 36. In this case, one steel plate 302 is pressed against the friction plate 301 by the urging force of the spring 306 to perform a pressing operation for braking the corresponding wheels 18, 20. 303. In this case, the corresponding wheels 18 and 20 are braked.

これに対して、各電磁ブレーキ３２，３６において、バッテリ４８からコイル３１３へ通電された場合には、一方のスチールプレート３０２がバネ３０６の付勢力に抗して、摩擦プレート３０１から離れて、対応する車輪１８，２０の制動解除のための押圧解除動作を行う。この場合、対応する車輪１８，２０の制動が解除され、走行用モータ３０，３４の駆動による走行が可能となる。   On the other hand, in each of the electromagnetic brakes 32 and 36, when power is supplied from the battery 48 to the coil 313, one steel plate 302 moves away from the friction plate 301 against the urging force of the spring 306, so that The press release operation for releasing the braking of the wheels 18 and 20 is performed. In this case, braking of the corresponding wheels 18 and 20 is released, and traveling by driving of the traveling motors 30 and 34 becomes possible.

なお、上記の受止板３０７は、その中心部に、カバー３００に回転自在に保持された制動解除軸３０８の内端側にスプライン嵌合すると共に、他方のスチールプレート３０３と対向する面には周方向で深さの異なるカム溝３０９を有する。他方のスチールプレート３０３は、カム溝３０９と対向する位置にピン３１０を軸方向摺動自在に案内保持し、該ピン３１０の一端をカム溝３０９の深部に突入させ他端を一方のスチールプレート３０２に当接させる。制動解除軸３０８の外端側はカバー３００より外方へ突出させてあり所定の工具を用いて人為的に回転操作することによりピン３１０の一端がカム溝３０９の浅部に乗り上げピン３１０の他端が、バネ３０６の付勢力に抗して一方のスチールプレート３０２を押し返し、走行用モータ３０，３４（３０は図１参照）並びにコイル３１３への通電が不能に陥っても摩擦プレート３０１の押圧を強制解除して車輪１８，２０（図１）を空転可能として牽引することができる。なお、電磁ブレーキは、このような構成に限定するものではなく、電源から通電されることにより左右車輪１８，２０の制動解除動作を行い、電源からの通電が遮断されることにより左右車輪１８，２０の制動動作を行うものであれば、種々の構成を採用できる。   The receiving plate 307 is spline-fitted to the inner end side of the brake release shaft 308 rotatably held by the cover 300 at the center thereof, and on the surface facing the other steel plate 303. Cam grooves 309 having different depths in the circumferential direction are provided. The other steel plate 303 guides and holds the pin 310 so as to be slidable in the axial direction at a position facing the cam groove 309, one end of the pin 310 is inserted into the deep part of the cam groove 309, and the other end is one steel plate 302. Abut. The outer end side of the brake release shaft 308 protrudes outward from the cover 300, and one end of the pin 310 rides on the shallow portion of the cam groove 309 by artificially rotating with a predetermined tool. Even if the end pushes back one steel plate 302 against the urging force of the spring 306 and the motors 30 and 34 (see FIG. 1 for 30) and the coil 313 are not energized, the friction plate 301 is pressed. And the wheels 18 and 20 (FIG. 1) can be pulled idle. The electromagnetic brake is not limited to such a configuration. When the power is supplied from the power source, the brakes are released from the left and right wheels 18 and 20, and when the power supply from the power source is cut off, Various configurations can be adopted as long as they perform 20 braking operations.

また、図３に示すように、ＥＣＵ５０は、制動解除指令生成部６６と、右ブレーキ電流センサ６８と、左ブレーキ電流センサ７０と、比較部７２と、共通解除制御部７４と、記憶部７６とを含む。制動解除指令生成部６６は、ＥＣＵ５０に入力される、メインスイッチ５８（図２）がオンされたことを表す信号や、ブレーキセンサ６４（図２）等のセンサやスイッチ等から入力される信号等に応じて、制動解除を指示する制動解除指令信号を生成する。なお、以下の説明では、図１、図２、図６に示した要素と同一の要素には同一の符号を付して説明する。ＥＣＵ５０で生成された制動解除指令信号は、ＥＣＵ５０からブレーキリレー６２に出力される。このため、ブレーキリレー６２がオンされ、左右の電磁ブレーキ３２，３６にバッテリ４８から電力が供給されて、左右の電磁ブレーキ３２，３６の制動が解除される。また、図４に示すように、ＥＣＵ５０で生成された制動解除指令信号は、ＥＣＵ５０とは別に設けられた指令信号出力部７８を介して、ブレーキリレー６２に出力することもできる。   Further, as shown in FIG. 3, the ECU 50 includes a braking release command generation unit 66, a right brake current sensor 68, a left brake current sensor 70, a comparison unit 72, a common release control unit 74, and a storage unit 76. including. The brake release command generation unit 66 is input to the ECU 50 to indicate that the main switch 58 (FIG. 2) is turned on, a signal input from a sensor or switch such as the brake sensor 64 (FIG. 2), or the like. In response to this, a brake release command signal for instructing brake release is generated. In the following description, the same elements as those shown in FIGS. 1, 2, and 6 are denoted by the same reference numerals. The brake release command signal generated by the ECU 50 is output from the ECU 50 to the brake relay 62. For this reason, the brake relay 62 is turned on, electric power is supplied from the battery 48 to the left and right electromagnetic brakes 32, 36, and the braking of the left and right electromagnetic brakes 32, 36 is released. As shown in FIG. 4, the brake release command signal generated by the ECU 50 can also be output to the brake relay 62 via a command signal output unit 78 provided separately from the ECU 50.

また、図３に戻り、左右のブレーキ電流センサ６８，７０は、左右の電磁ブレーキ３２，３６に対応して設けられたもので、右の電磁ブレーキ３６への通電量が右ブレーキ電流センサ６８で、電流検出信号１（図４）として検知される。また、左の電磁ブレーキ３２への通電量が左ブレーキ電流センサ７０で、電流検出信号２（図４）として検知される。このため、図４に示すように、左右の電磁ブレーキ３２，３６がＥＣＵ５０に接続されている。なお、左右のブレーキ電流センサは、ＥＣＵ５０とは別の部分に設けて、左右のブレーキ電流センサの検出信号をＥＣＵ５０に出力することもできる。   Returning to FIG. 3, the left and right brake current sensors 68, 70 are provided corresponding to the left and right electromagnetic brakes 32, 36, and the amount of power applied to the right electromagnetic brake 36 is determined by the right brake current sensor 68. , Detected as current detection signal 1 (FIG. 4). In addition, the energization amount to the left electromagnetic brake 32 is detected by the left brake current sensor 70 as the current detection signal 2 (FIG. 4). For this reason, as shown in FIG. 4, the left and right electromagnetic brakes 32 and 36 are connected to the ECU 50. It should be noted that the left and right brake current sensors may be provided in a part different from the ECU 50 and the detection signals of the left and right brake current sensors may be output to the ECU 50.

また、図３に示す比較部７２は、左右の電磁ブレーキ３２，３６の通電状態であり、それぞれの検知信号である、電流検出信号１，２を比較する。   Further, the comparison unit 72 shown in FIG. 3 compares the current detection signals 1 and 2 that are detection signals in the energized state of the left and right electromagnetic brakes 32 and 36.

また、共通解除制御部７４は、比較部７２で比較した通電状態の差である、左右のブレーキ電流センサ７０，６８の電流検出信号１，２の間の差が許容上限を超えると判定されると、ブレーキリレー６２への制動解除指令信号ＣＲ０の出力を停止することで、バッテリ４８と左右の電磁ブレーキ３２，３６との電気的接続を遮断し、左右車輪１８，２０をバネ３０６により制動させるように、ブレーキリレー６２を制御する。例えば、上記の「許容上限」は０とすることもできる。すなわち、電流検出信号１，２の間の差が０より大きいと判定された場合に、共通解除制御部７４は、バッテリ４８と左右の電磁ブレーキ３２，３６との電気的接続を遮断し、左右車輪１８，２０を制動させるようにブレーキリレー６２を制御することもできる。   Further, the common cancellation control unit 74 determines that the difference between the current detection signals 1 and 2 of the left and right brake current sensors 70 and 68, which is the difference between the energized states compared by the comparison unit 72, exceeds the allowable upper limit. By stopping the output of the brake release command signal CR0 to the brake relay 62, the electrical connection between the battery 48 and the left and right electromagnetic brakes 32, 36 is cut off, and the left and right wheels 18, 20 are braked by the spring 306. Thus, the brake relay 62 is controlled. For example, the “allowable upper limit” may be set to zero. That is, when it is determined that the difference between the current detection signals 1 and 2 is greater than 0, the common release control unit 74 disconnects the electrical connection between the battery 48 and the left and right electromagnetic brakes 32 and 36 and The brake relay 62 can also be controlled to brake the wheels 18 and 20.

例えばブレーキリレー６２に制動解除指令信号ＣＲ０が出力されているのにもかかわらず、左右の電磁ブレーキ３２，３６の一方の電磁ブレーキである右電磁ブレーキ３６とバッテリ４８とを接続する回路に断線等の異常が生じていると、右電磁ブレーキ３６は通電されず、電流検出信号１は０となる。これに対して、左右の電磁ブレーキ３２，３６の他方の電磁ブレーキである左電磁ブレーキ３２とバッテリ４８とを接続する回路が正常であると、電流検出信号１，２の間で差が生じる。このため、上記の共通解除制御部７４の構成を備えないとすると、走行中に異常が発生した右電磁ブレーキ３６のみが作動し、右車輪２０が制動するため、車両が右に旋回し、運転者の意図しない方向に車両が進行する。これに対して、本実施の形態によれば、上記の共通解除制御部７４を備えるので、走行中に、電流検出信号１，２の間で差が生じた場合に、共通解除制御部７４は、ブレーキリレー６２をオフするように制御し、左右車輪１８，２０の両方を制動させるため、車両は旋回せず、停止する。左右の電磁ブレーキ３２，３６で異常、正常が逆の場合でも左右が逆になるだけで同様である。なお、本実施形態では、ＤＣ／ＤＣコンバータ６０を設けることで、ＥＣＵ５０用のバッテリと、左右電磁ブレーキ３２，３６用のバッテリとを、単一のバッテリ４８で共通化しているが、ＥＣＵ５０用のバッテリと、左右電磁ブレーキ３２，３６用のバッテリとを、出力電圧が異なる互いに別のバッテリとすることもできる。   For example, the circuit that connects the right electromagnetic brake 36, which is one of the left and right electromagnetic brakes 32, 36, and the battery 48 is disconnected even though the brake release command signal CR0 is output to the brake relay 62. When the abnormality occurs, the right electromagnetic brake 36 is not energized and the current detection signal 1 becomes zero. On the other hand, if the circuit connecting the left electromagnetic brake 32, which is the other electromagnetic brake of the left and right electromagnetic brakes 32, 36, and the battery 48 is normal, a difference occurs between the current detection signals 1,2. For this reason, if the configuration of the common release control unit 74 is not provided, only the right electromagnetic brake 36 in which an abnormality has occurred during traveling is operated and the right wheel 20 is braked. The vehicle travels in a direction not intended by the person. On the other hand, according to the present embodiment, since the common release control unit 74 is provided, when a difference occurs between the current detection signals 1 and 2 during traveling, the common release control unit 74 Since the brake relay 62 is controlled to be turned off and both the left and right wheels 18 and 20 are braked, the vehicle stops without turning. Even if the left and right electromagnetic brakes 32 and 36 are abnormal and normal, the same applies only if the left and right are reversed. In the present embodiment, by providing the DC / DC converter 60, the battery for the ECU 50 and the batteries for the left and right electromagnetic brakes 32 and 36 are shared by a single battery 48. The battery and the batteries for the left and right electromagnetic brakes 32 and 36 may be different from each other with different output voltages.

図５は、本実施の形態の芝刈車両において、左右の電磁ブレーキ３２，３６の通電を制御する方法を説明するためのフローチャートである。まず、ＥＣＵ５０で、ステップＳ（以下、単に「Ｓ」として説明する。）１０，１２で、メインスイッチ５８がオンされ、ブレーキペダル５２が非操作であることを含む、予め設定した特定条件が成立したと判定されると、Ｓ１４で制動解除指令信号ＣＲ０がブレーキリレー６２に出力されたか否かが判定される。制動解除指令信号ＣＲ０が出力されたと判定された場合には、Ｓ１６で、比較部７２において、各ブレーキ電流センサ６８，７０の電流検出信号１，２が比較され、電流検出信号１，２に許容上限を超える差があるか否かで、左右電磁ブレーキ３２，３６の一方のみが通電されたか否かが判定される。そして、共通解除制御部７４は、左右の電磁ブレーキ３２，３６の一方のみが通電されたと判定された場合に、Ｓ１８でブレーキリレー６２をオフし、バッテリ４８から左右の電磁ブレーキ３２，３６への通電を解除し、左右車輪１８，２０の両方を制動させ、車両を停止させる（Ｓ２０）。   FIG. 5 is a flowchart for explaining a method of controlling energization of the left and right electromagnetic brakes 32 and 36 in the lawnmower vehicle of the present embodiment. First, in step S (hereinafter, simply referred to as “S”) 10 and 12 in the ECU 50, a predetermined specific condition is established, including that the main switch 58 is turned on and the brake pedal 52 is not operated. If it is determined that the brake release command signal CR0 is output to the brake relay 62, it is determined in S14. If it is determined that the brake release command signal CR0 has been output, the comparison unit 72 compares the current detection signals 1 and 2 of the brake current sensors 68 and 70 in S16, and the current detection signals 1 and 2 are allowed. Whether or not only one of the left and right electromagnetic brakes 32 and 36 is energized is determined based on whether or not there is a difference exceeding the upper limit. Then, when it is determined that only one of the left and right electromagnetic brakes 32 and 36 is energized, the common release control unit 74 turns off the brake relay 62 in S18 and connects the battery 48 to the left and right electromagnetic brakes 32 and 36. The energization is released, both the left and right wheels 18 and 20 are braked, and the vehicle is stopped (S20).

これに対して、共通解除制御部７４は、Ｓ１６で、左右の電磁ブレーキ３２，３６の一方のみが通電されたと判定されない場合、すなわち、両方が通電されたと判定された場合、ブレーキリレー６２をオンした状態のままとし、バッテリ４８から左右の電磁ブレーキ３２，３６へ通電させたままで、左右車輪１８，２０の両方の制動を解除したままとする。   On the other hand, if it is not determined in S16 that only one of the left and right electromagnetic brakes 32, 36 is energized, that is, if it is determined that both are energized, the common release control unit 74 turns on the brake relay 62. The left and right electromagnetic brakes 32 and 36 are energized from the battery 48 and the braking of both the left and right wheels 18 and 20 is released.

このような本実施の形態によれば、左右の電磁ブレーキ３２，３６のうち、一方の電磁ブレーキ３２（または３６）の異常発生時に、左右の電磁ブレーキ３２，３６の通電状態に差が生じるため、この差が許容上限を超えた場合に、共通解除制御部７４がバッテリ４８と左右の電磁ブレーキ３２，３６との電気的接続を遮断して左右車輪１８，２０を制動させるようにブレーキリレー６２を制御する。このため、一方の電磁ブレーキ３２（または３６）の異常発生時でも、運転者の意図しない旋回を有効に防止できる。なお、ＥＣＵ５０の上記の機能構成は、プログラムで実現することもできるが、ハード的に実現することもできる。例えば、本実施形態では、ブレーキリレー６２を制御する制御部は、ＣＰＵ、記憶部を有するＥＣＵ５０に限定するものではなく、例えば、電流検出信号１，２が０ではなく、電流検出信号１，２間に差がないときにブレーキリレー６２をオンし、電流検出信号１，２間に差があるときに、ブレーキリレー６２をオフする回路構成により構成されてもよい。   According to the present embodiment, when an abnormality occurs in one of the left and right electromagnetic brakes 32 and 36, a difference occurs in the energized state of the left and right electromagnetic brakes 32 and 36. When the difference exceeds the allowable upper limit, the common release control unit 74 disconnects the electrical connection between the battery 48 and the left and right electromagnetic brakes 32 and 36 and brakes the left and right wheels 18 and 20 so as to brake the left and right wheels 18 and 20. To control. For this reason, even when one of the electromagnetic brakes 32 (or 36) is abnormal, turning that is not intended by the driver can be effectively prevented. The functional configuration of the ECU 50 can be realized by a program, but can also be realized by hardware. For example, in the present embodiment, the control unit that controls the brake relay 62 is not limited to the ECU 50 having a CPU and a storage unit. For example, the current detection signals 1 and 2 are not 0, and the current detection signals 1 and 2 The brake relay 62 may be turned on when there is no difference between them, and the brake relay 62 may be turned off when there is a difference between the current detection signals 1 and 2.

［第２の発明の実施の形態］
図７、図８は、本発明の第２の実施の形態を示している。本実施の形態の芝刈車両において、ＥＣＵ５０（図３）の一部を除く構成は、上記の第１の実施の形態と同様である。このため、上記の図１から図４、図６の要素と同等の要素、または対応する要素には、同一の符号を付して、以下、図１から図４、図６を参照しつつ説明する。 [Second Embodiment]
7 and 8 show a second embodiment of the present invention. In the lawnmower vehicle of the present embodiment, the configuration excluding a part of the ECU 50 (FIG. 3) is the same as that of the first embodiment. For this reason, elements equivalent to or corresponding to those in FIGS. 1 to 4 and 6 described above are denoted by the same reference numerals, and will be described below with reference to FIGS. 1 to 4 and 6. To do.

本実施の形態では、ＥＣＵ５０が有する記憶部７６は、左右の電磁ブレーキ３２，３６に対する通電状態である、左右ブレーキ通電電流であるコイル電流の時間的変化を記憶する。図７は、本実施の形態において、（Ａ）は正常時の右電磁ブレーキ３６のコイル３１３に流す電流であるコイル電流の時間経過の例を示す図であり、（Ｂ）は正常時の右電磁ブレーキ３６のブレーキストロークである、一方のスチールプレート３０２の摩擦プレート３０１から離れる方向へのストローク量、すなわち変位量の時間経過の例を示す図であり、（Ｃ）は異常発生時の左電磁ブレーキ３２のコイル電流の時間経過の例を示す図であり、（Ｄ）は異常発生時の左電磁ブレーキ３２のブレーキストロークの時間経過の例を示す図である。   In the present embodiment, the storage unit 76 of the ECU 50 stores temporal changes in the coil current that is the left and right brake energization current, which is the energization state for the left and right electromagnetic brakes 32 and 36. FIG. 7 is a diagram showing an example of the passage of time of the coil current, which is a current that flows through the coil 313 of the right electromagnetic brake 36 in a normal state, and (B) is a right side in a normal state in the present embodiment. It is a figure which shows the example of the time passage of the stroke amount to the direction which leaves | separates from the friction plate 301 of the one steel plate 302, ie, the displacement amount, which is a brake stroke of the electromagnetic brake 36, (C) is the left electromagnetic at the time of abnormality occurrence. It is a figure which shows the example of the time passage of the coil current of the brake 32, (D) is a figure which shows the example of the time passage of the brake stroke of the left electromagnetic brake 32 at the time of abnormality occurrence.

図７に示すように、車両の制動状態から、制動解除指令信号ＣＲ０がブレーキリレー６２に出力されることによって、左右の電磁ブレーキ３２，３６がバッテリ４８から通電される場合を考える。この場合、図７（Ａ）（Ｃ）に示すように、各電磁ブレーキ３２，３６への通電により時間的にコイル電流が、コイル３１３のインダクタンスとインピーダンス等から上下に振れながら徐々に上昇し、コイル電流の上昇にしたがってコイル３１３による一方のスチールプレート３０２の吸引力も上昇する。この場合、図７（Ｂ）に示すように、正常な右電磁ブレーキ３６でも一方のスチールプレート３０２がコイル３１３に吸引される力がバネ３０６の付勢力を上回らない限りは、一方のスチールプレート３０２が摩擦プレート３０１から離れず、ブレーキストロークは一定のままである。ただし、時間ｔ１の経過時に一方のスチールプレート３０２がコイル３１３に吸引される力がバネ３０６の付勢力を上回ってブレーキストロークが変化し、一方のスチールプレート３０２が摩擦プレート３０１から離れて制動が解除される。この場合、一方のスチールプレート３０２がコイル３１３に急激に近づくことでコイル電流に大きな電流乱れαが発生する。   As shown in FIG. 7, consider a case where the left and right electromagnetic brakes 32 and 36 are energized from the battery 48 by outputting a brake release command signal CR0 to the brake relay 62 from the braking state of the vehicle. In this case, as shown in FIGS. 7 (A) and 7 (C), the coil current gradually rises while swinging up and down from the inductance and impedance of the coil 313 by energizing the electromagnetic brakes 32 and 36, As the coil current increases, the attractive force of one steel plate 302 by the coil 313 also increases. In this case, as shown in FIG. 7B, as long as the force with which one steel plate 302 is attracted to the coil 313 does not exceed the biasing force of the spring 306 even in the normal right electromagnetic brake 36, Does not leave the friction plate 301 and the brake stroke remains constant. However, when the time t1 elapses, the force that the one steel plate 302 is attracted to the coil 313 exceeds the urging force of the spring 306 and the brake stroke changes, and the one steel plate 302 moves away from the friction plate 301 to release the braking. Is done. In this case, when one steel plate 302 approaches the coil 313 rapidly, a large current disturbance α occurs in the coil current.

これに対して、図７（Ｃ）に示すように、左電磁ブレーキ３２に異常が発生して、コイル３１３に電流が流れても何らかの原因により摩擦プレート３０１に一方のスチールプレート３０２が押し付けられたままとなる場合が生じる可能性がないとはいえない。この場合、コイル電流が初期時に右電磁ブレーキ３６の場合と同様に徐々に上昇しても、時間ｔ１経過時にコイル電流の大きな電流乱れが発生しない。そして、図７（Ｄ）に示すように、ブレーキストロークは、時間ｔ１経過後でも経過前と同じに一定のまま維持される。このため、図７（Ａ）（Ｃ）の比較から明らかなように、左右の電磁ブレーキ３２，３６の一方の電磁ブレーキ３２（または３６）に異常が発生した場合、左右電磁ブレーキ３２，３６のコイル電流の時間的変化に違いが生じる。   On the other hand, as shown in FIG. 7C, even if an abnormality occurs in the left electromagnetic brake 32 and a current flows through the coil 313, one steel plate 302 is pressed against the friction plate 301 for some reason. It cannot be said that there is no possibility that it will remain. In this case, even if the coil current gradually rises at the initial stage as in the case of the right electromagnetic brake 36, a large current disturbance of the coil current does not occur when the time t1 has elapsed. Then, as shown in FIG. 7D, the brake stroke is maintained constant even after the elapse of time t1. For this reason, as apparent from the comparison between FIGS. 7A and 7C, when an abnormality occurs in one of the left and right electromagnetic brakes 32 and 36, the left and right electromagnetic brakes 32 and 36 are Differences occur over time in the coil current.

本実施の形態では、このような理由から記憶部７６に、左右の電磁ブレーキ３２，３６のコイル電流の時間的変化を記憶させ、比較部７２で比較するようにしている。例えば、電磁ブレーキ３２，３６の制動動作状態から制動解除動作に移行する場合にのみ、左右の電磁ブレーキ３２，３６のコイル電流を左右のブレーキ電流センサ７０，６８により検知して、その時間的変化を記憶させ、比較部７２でその時間的変化を比較することもできる。そして、共通解除制御部７４は、比較部７２で比較した通電状態である、左右の電磁ブレーキ３２，３６の通電電流の時間的変化の差が許容上限を超えると判定された場合、例えば左右の電磁ブレーキ３２，３６のコイル電流の時間的変化に差があると判定された場合には、バッテリ４８と左右の電磁ブレーキ３２，３６との電気的接続を遮断して、左右車輪１８，２０を制動させるようにブレーキリレー６２を制御する。   In the present embodiment, for this reason, the storage unit 76 stores temporal changes in the coil currents of the left and right electromagnetic brakes 32 and 36 and the comparison unit 72 compares them. For example, the coil currents of the left and right electromagnetic brakes 32 and 36 are detected by the left and right brake current sensors 70 and 68 only when shifting from the braking operation state of the electromagnetic brakes 32 and 36 to the braking release operation, and the temporal change thereof is detected. Can be stored, and the comparison unit 72 can compare the temporal change. Then, when it is determined that the difference in temporal change in energization current of the left and right electromagnetic brakes 32 and 36, which is the energized state compared by the comparison unit 72, exceeds the allowable upper limit, the common release control unit 74, for example, When it is determined that there is a difference in temporal changes in the coil currents of the electromagnetic brakes 32 and 36, the electrical connection between the battery 48 and the left and right electromagnetic brakes 32 and 36 is cut off, and the left and right wheels 18 and 20 are moved. The brake relay 62 is controlled to brake.

図８は、本実施において、左右の電磁ブレーキ３２，３６の通電を制御する方法を説明するためのフローチャートである。図８のフローチャートにおいて、Ｓ１６以外は、上記の図５に示した第１の実施形態のフローチャートと同様である。図８に示すように、Ｓ１４で制動解除指令信号ＣＲ０がブレーキリレー６２に出力されたと判定された場合には、Ｓ１６で、比較部７２において、左右電磁ブレーキ３２，３６への通電電流である各コイル電流の時間的変化が比較され、各コイル電流の時間的変化に許容上限を超える差があると判定された場合には、Ｓ１８に移行する。そして、Ｓ１８で、共通解除制御部７４は、ブレーキリレー６２をオフし、バッテリ４８から左右の電磁ブレーキ３２，３６への通電を解除し、左右車輪１８，２０の両方を制動させ、車両を停止させる（Ｓ２０）。   FIG. 8 is a flowchart for explaining a method of controlling energization of the left and right electromagnetic brakes 32 and 36 in the present embodiment. 8 is the same as the flowchart of the first embodiment shown in FIG. 5 except for S16. As shown in FIG. 8, when it is determined in S14 that the brake release command signal CR0 has been output to the brake relay 62, in S16, the comparison unit 72 indicates the energization currents to the left and right electromagnetic brakes 32 and 36. When the temporal changes of the coil currents are compared and it is determined that there is a difference exceeding the allowable upper limit in the temporal changes of the coil currents, the process proceeds to S18. In S18, the common release control unit 74 turns off the brake relay 62, releases the current from the battery 48 to the left and right electromagnetic brakes 32, 36, brakes both the left and right wheels 18, 20, and stops the vehicle. (S20).

このような本実施の形態でも、上記の第１の実施形態と同様に、左右の電磁ブレーキ３２，３６のうち、一方の電磁ブレーキ３２（または３６）の異常発生時でも、運転者の意図しない旋回を有効に防止できる。その他の構成及び作用は、上記の第１の実施形態と同様であるため、重複する説明は省略する。   In this embodiment as well, as in the first embodiment, even when one of the left and right electromagnetic brakes 32 and 36 is abnormal, the driver does not intend. Turn can be effectively prevented. Since other configurations and operations are the same as those of the first embodiment, a duplicate description is omitted.

なお、本実施の形態において、各電磁ブレーキ３２，３６のスチールプレート３０２，３０３または摩擦プレート３０１の摩耗量を検出し、その摩耗量の検出値の違いに応じて各コイル電流の時間的変化を補正し、補正後の各コイル電流の時間的変化を比較部７２で比較することもできる。この場合には、スチールプレート３０２，３０３または摩擦プレート３０１の摩耗量が左右の電磁ブレーキ３２，３６で異なる場合でも、異常発生時にのみ左右車輪１８，２０を制動できる、より有効な構成を実現できる。   In the present embodiment, the amount of wear of the steel plates 302, 303 or the friction plate 301 of each electromagnetic brake 32, 36 is detected, and the temporal change of each coil current is detected according to the difference in the detected value of the amount of wear. It is also possible to make corrections and compare the temporal changes in the respective coil currents after correction by the comparison unit 72. In this case, even when the wear amount of the steel plates 302 and 303 or the friction plate 301 differs between the left and right electromagnetic brakes 32 and 36, a more effective configuration that can brake the left and right wheels 18 and 20 only when an abnormality occurs can be realized. .

なお、本実施の形態では、左右電磁ブレーキ３２，３６のコイル電流の時間的変化を比較する場合を説明したが、例えば制動状態から制動解除状態に移行する際の各コイル電流の時間的変化において、単位時間当たりのコイル電流の変化（すなわち、コイル電流の時間的変化率）の最大値と、最大電流変化幅αとを、左右の電磁ブレーキ３２，３６の通電状態として記憶部７６に記憶させることもできる。この場合、比較部で左右電磁ブレーキ３２，３６同士で、単位時間当たりのコイル電流の変化の最大値と最大電流変化幅αとをそれぞれ比較し、コイル電流の変化最大値または最大電流変化幅αまたはその両方が、許容上限を超える場合に、共通解除制御部７４によりブレーキリレー６２をオフし、左右車輪１８，２０を制動させることもできる。また、本実施の形態の制御と、第１の実施の形態の制御とを組み合わせて実行されるようにすることもできる。   In the present embodiment, the case where the temporal changes of the coil currents of the left and right electromagnetic brakes 32 and 36 are compared has been described. However, for example, in the temporal change of each coil current when shifting from the braking state to the braking release state. The maximum value of the change in the coil current per unit time (that is, the temporal change rate of the coil current) and the maximum current change width α are stored in the storage unit 76 as the energization state of the left and right electromagnetic brakes 32 and 36. You can also. In this case, the comparison unit compares the maximum value of the coil current change per unit time and the maximum current change width α between the left and right electromagnetic brakes 32 and 36, respectively, and the coil current change maximum value or the maximum current change width α. Alternatively, when both of them exceed the allowable upper limit, the brake release 62 can be turned off by the common release control unit 74 and the left and right wheels 18 and 20 can be braked. Further, the control of the present embodiment and the control of the first embodiment may be executed in combination.

また、図示は省略するが、本発明の第３の実施の形態として、左右のブレーキ電流センサのバックアップとして、それぞれに対応する別のブレーキ電流センサを設けることもできる。例えば、上記の図１から図６に示した第１の実施形態において、左右の電磁ブレーキ３２，３６に、左右のブレーキ電流センサ７０，６８とは別の部分に、左右の第２ブレーキ電流センサをＥＣＵ５０内、またはＥＣＵ５０外に接続することもできる。そして、通常時には、左右の第２ブレーキ電流センサと左右の電磁ブレーキ３２，３６とのそれぞれの間に、オフされた状態のリレー等のバックアップスイッチを接続しておく。そして各ブレーキ電流センサ６８，７０のいずれかに異常が発生した場合に、対応するバックアップスイッチをオンして、第２ブレーキ電流センサの検出信号を比較部７２での比較に使用する。また、ＥＣＵ５０で、予め設定した電流検出特定条件の成立時に、バックアップスイッチをオンすることで、各ブレーキ電流センサ６８，７０と、各第２ブレーキ電流センサとで通電電流を検出させ、右のブレーキ電流センサ６８及び第２ブレーキ電流センサ同士と、左のブレーキ電流センサ７０及び第２ブレーキ電流センサ同士とを、それぞれ比較する。そして右または左で、ブレーキ電流センサ６８，７０及び第２ブレーキ電流センサ同士の検出電流の差が許容上限を超えると判定された場合に、いずれかのブレーキ電流センサに異常が発生したとして、各ブレーキ電流センサ６８，７０の検出電流同士の差や、各第２ブレーキ電流センサの検出電流同士の差等にかかわらず、共通解除制御部７４でブレーキリレー６２をオフするようにブレーキリレー６２を制御する。   Although not shown, as a third embodiment of the present invention, as a backup for the left and right brake current sensors, separate brake current sensors corresponding to the respective brake current sensors can be provided. For example, in the first embodiment shown in FIG. 1 to FIG. 6 described above, the left and right electromagnetic brakes 32 and 36 are provided with a left and right second brake current sensor in a portion different from the left and right brake current sensors 70 and 68. Can be connected in the ECU 50 or outside the ECU 50. In normal times, backup switches such as relays that are turned off are connected between the left and right second brake current sensors and the left and right electromagnetic brakes 32 and 36, respectively. When an abnormality occurs in one of the brake current sensors 68 and 70, the corresponding backup switch is turned on, and the detection signal of the second brake current sensor is used for comparison in the comparison unit 72. Further, the ECU 50 turns on the backup switch when the preset current detection specific condition is satisfied, thereby causing the brake current sensors 68 and 70 and the second brake current sensors to detect the energization current, and the right brake. The current sensor 68 and the second brake current sensor are compared with the left brake current sensor 70 and the second brake current sensor, respectively. Then, on the right or left, if it is determined that the difference between the detected currents of the brake current sensors 68 and 70 and the second brake current sensor exceeds the allowable upper limit, an abnormality has occurred in any one of the brake current sensors. Regardless of the difference between the detected currents of the brake current sensors 68 and 70, the difference between the detected currents of the second brake current sensors, etc., the common release control unit 74 controls the brake relay 62 to turn off the brake relay 62. To do.

このような第３の実施の形態でも、左右の電磁ブレーキ３２，３６のうち、一方の電磁ブレーキ３２，３６の異常発生時でも、運転者の意図しない旋回を有効に防止でき、さらに電流センサのいずれかに異常が発生した場合に無理に走行させることなく制動させることができる。   Even in the third embodiment, even when an abnormality occurs in one of the left and right electromagnetic brakes 32, 36, it is possible to effectively prevent the driver from turning unintentionally. When an abnormality occurs in any one of them, braking can be performed without forcibly running the vehicle.

また、上記の各実施の形態では、駆動輪である車輪１８，２０の回転速度差により車両を旋回させる場合を説明したが、本発明はこれに限定するものではなく、例えば、左右のキャスタ輪の代わりに、ステアリング操作子にラックピニオン機構等を介して作動的に連結される左右の操舵輪を設けて、ステアリング操作子の操舵に応じて左右の操舵輪の向きを変えるようにすることもできる。   In each of the above embodiments, the case where the vehicle is turned by the difference in rotational speed between the wheels 18 and 20 as drive wheels has been described. However, the present invention is not limited to this, and for example, left and right caster wheels Alternatively, left and right steering wheels that are operatively connected to the steering operator via a rack and pinion mechanism or the like may be provided to change the direction of the left and right steering wheels according to the steering operation of the steering operator. it can.

１０ 芝刈車両、１２ メインフレーム、１４，１６ キャスタ輪、１８，２０ 車輪、２２，２４ 動力発生ユニット、２６，２８ ケーシング、３０ 走行用モータ、３２ 電磁ブレーキ、３４ 走行用モータ、３６ 電磁ブレーキ、３８，４０ 車軸、４２ 芝刈り機（モア）、４４ モアデッキ、４６ 補助輪、４８ バッテリ、５０ ＥＣＵ、５２ ブレーキペダル、５４，５６ ドライバー回路、５８ メインスイッチ、６０ ＤＣ／ＤＣコンバータ、６２ ブレーキリレー、６４ ブレーキセンサ、６６ 制動解除指令生成部、６８ 右ブレーキ電流センサ、７０ 左ブレーキ電流センサ、７２ 比較部、７４ 共通解除制御部、７６ 記憶部。   10 Lawn Mower Vehicle, 12 Main Frame, 14, 16 Caster Wheel, 18, 20 Wheel, 22, 24 Power Generation Unit, 26, 28 Casing, 30 Traveling Motor, 32 Electromagnetic Brake, 34 Traveling Motor, 36 Electromagnetic Brake, 38 , 40 Axle, 42 Lawn mower (more), 44 More deck, 46 Auxiliary wheel, 48 Battery, 50 ECU, 52 Brake pedal, 54, 56 Driver circuit, 58 Main switch, 60 DC / DC converter, 62 Brake relay, 64 Brake sensor, 66 Brake release command generation unit, 68 Right brake current sensor, 70 Left brake current sensor, 72 Comparison unit, 74 Common release control unit, 76 Storage unit.

Claims (4)

左右の走行用モータによりそれぞれ走行駆動される駆動輪である左右車輪と、
対地作業を行うために駆動される作業機と、
前記左右車輪に対応してそれぞれ設けられる左右の電磁ブレーキであって、それぞれ電源から通電されることにより前記左右車輪の制動解除動作を行い、前記電源からの通電が遮断されることにより前記左右車輪の制動動作を行う前記左右の電磁ブレーキと、
制動解除指令が取得された場合に、前記電源と前記左右の電磁ブレーキとを電気的に接続し、前記電源から前記左右の電磁ブレーキに通電させる、前記左右の電磁ブレーキで共通の共通ブレーキ解除手段と、
前記共通ブレーキ解除手段を制御する制御部とを備え、
前記制御部は、
前記左右の電磁ブレーキの通電状態を比較し、比較した通電状態の差が許容上限を超える場合に、前記電源と前記左右の電磁ブレーキとの電気的接続を遮断して前記左右車輪を制動させるように前記共通ブレーキ解除手段を制御することを特徴とする電磁ブレーキ付作業車両。 Left and right wheels, which are drive wheels driven to travel by left and right traveling motors,
A working machine driven to perform ground work;
Left and right electromagnetic brakes provided corresponding to the left and right wheels, respectively, perform braking releasing operation of the left and right wheels by being energized from a power source, respectively, and by deactivating the energization from the power source, the left and right wheels The left and right electromagnetic brakes that perform the braking operation of
Common brake release means common to the left and right electromagnetic brakes that electrically connect the power source and the left and right electromagnetic brakes and energize the left and right electromagnetic brakes from the power source when a brake release command is acquired When,
A control unit for controlling the common brake release means,
The controller is
Compare the energized states of the left and right electromagnetic brakes, and if the difference between the compared energized states exceeds an allowable upper limit, the electrical connection between the power source and the left and right electromagnetic brakes is cut off to brake the left and right wheels. The common brake release means is controlled to a work vehicle with an electromagnetic brake. 請求項１に記載の電磁ブレーキ付作業車両において、
前記制御部は、
前記左右の電磁ブレーキの通電状態を比較する比較部と、
前記比較部で比較した通電状態の差が許容上限を超える場合に、前記電源と前記左右の電磁ブレーキとの電気的接続を遮断して前記左右車輪を制動させるように前記共通ブレーキ解除手段を制御する共通解除制御部とを含むことを特徴とする電磁ブレーキ付作業車両。 In the work vehicle with an electromagnetic brake according to claim 1,
The controller is
A comparison unit for comparing energization states of the left and right electromagnetic brakes;
The common brake release means is controlled so as to brake the left and right wheels by cutting off the electrical connection between the power source and the left and right electromagnetic brakes when the difference in energized state compared by the comparison unit exceeds an allowable upper limit. A work vehicle with an electromagnetic brake, comprising: a common release control unit. 請求項２に記載の電磁ブレーキ付作業車両において、
前記左右の電磁ブレーキに対する通電量をそれぞれ検知する左ブレーキ電流センサ及び右ブレーキ電流センサを備え、
前記比較部は、前記各電流センサの検知信号から前記左右の電磁ブレーキの通電状態を比較することを特徴とする電磁ブレーキ付作業車両。 In the work vehicle with an electromagnetic brake according to claim 2,
A left brake current sensor and a right brake current sensor that respectively detect energization amounts for the left and right electromagnetic brakes;
The comparison unit compares the energized states of the left and right electromagnetic brakes from detection signals of the current sensors, and the work vehicle with electromagnetic brakes is characterized in that: 請求項２または請求項３に記載の電磁ブレーキ付作業車両において、
前記制御部は、前記左右の電磁ブレーキに対する通電状態である、左右ブレーキ通電電流の時間的変化を記憶する記憶部を含み、
前記比較部は、記憶部で記憶された前記左右ブレーキ通電電流の時間的変化を比較することを特徴とする電磁ブレーキ付作業車両。 In the work vehicle with an electromagnetic brake according to claim 2 or 3,
The control unit includes a storage unit that stores temporal changes in the left and right brake energization current, which is an energization state for the left and right electromagnetic brakes,
The said comparison part compares the temporal change of the said left-right brake energization current memorize | stored in the memory | storage part, The work vehicle with an electromagnetic brake characterized by the above-mentioned.
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